Portable mass airflow training module

ABSTRACT

An apparatus and methods are provided for a portable mass airflow (MAF) training module configured to simulate an air intake into an internal combustion engine. An in-line blower draws an airflow through an air filter by way of a first air duct and a second air duct. A throttle assembly is coupled between the first air duct and the second air duct. The throttle assembly includes a throttle plate that may be rotated to regulate the airflow. The power output of the in-line blower is variable to simulate the air intake of various sizes of the internal combustion engine. A MAF sensor and a duct velocity sensor are configured to provide airflow information. The portable MAF training module enables a practitioner to select a desired throttle setting and observe a resultant mass airflow through the portable MAF training module that is measured by the MAF sensor.

PRIORITY

This application claims the benefit of and priority to U.S. patentapplication Ser. No. 15/454,891 filed Mar. 9, 2017 and U.S. ProvisionalApplications, entitled “Portable Mass Airflow Training Module,” filed onMar. 10, 2016 and having application Ser. No. 62/306,419.

FIELD

The field of the present disclosure generally relates to mass airflowsensor devices. More particularly, the field of the invention relates toan apparatus and a method for a portable mass airflow training modulefor demonstrating operation of a mass airflow sensor and an air filterat substantially all fluid flow levels, wherein the fluid flow levelsare controlled by a throttle assembly.

BACKGROUND

A mass airflow (“MAF”) sensor is generally used to determine a massflowrate of air entering a fuel-injected internal combustion engine of amotor vehicle. Information regarding the mass flowrate of air isnecessary for an engine control unit (ECU) to balance and deliver acorrect quantity of fuel to the engine in view of variations in airdensity due to changes in ambient temperature and pressure.Unfortunately, those seeking to learn about how a MAF sensor operatesmust either work in a mechanic's garage, or teach themselves on theirown time, using their own resources. Furthermore, most shops, garagesand dealerships lack an ability to adequately evaluate MAF sensorcalibrations. As a result, many misconceptions exist regarding thefunctionality of MAF sensors and the inter-relation of MAF sensors withvarious components under the hood of a motor vehicle, such as an airfilter.

One common misconception is that oil from an air filter may causefailure of a MAF sensor under normal driving conditions. In reality,however, MAF sensor failure may be attributable, in many instances, toany of various issues that are unrelated to the air filter. For example,a MAF sensor may fail due to trace levels of silicone potting compoundthat is used in the manufacturing process of MAF sensors, delaminationof sensing elements in the thin film of some sensors, and/or the“chimney effect” wherein certain compounds migrate up the intake tractand coalesce on any of various surfaces, especially surfaces of sensingelements. In essence, the MAF sensor may contaminate itself,irrespective of any oil from the air filter. Moreover, in someinstances, contamination may be due to motor oil carried with blow-bygases; a condition where oil vapor from combustion is re-circulated intothe vehicle's intake tract. Such misconceptions have led many motorvehicle owners to be mistakenly advised to purchase a new MAF sensor inaddition to replacing a dirty air filter with a new air filter.

In general, demonstrating causes of MAF sensor failure is problematicdue to a difficulty in illustrating how various components cooperateduring operation of an internal combustion engine. Furthermore, manyauthorized dealerships, as well as members of the automotive industry,simply are left to speculate regarding a root cause of MAF sensorfailure, due to a lack of test equipment necessary to demonstrate MAFsensor failure. As such, there is a need for a portable MAF trainingmodule that may be configured to demonstrate operation of a MAF sensorduring various desired levels of air flow.

SUMMARY

The present invention discloses an apparatus and a method for a portablemass airflow (MAF) training module configured to simulate an air intakeinto an internal combustion engine. The portable MAF training modulecomprises an in-line blower that is configured to draw an air flowthrough an air filter by way of a first air duct and a second air duct.A throttle assembly is coupled between the first air duct and the secondair duct. The throttle assembly is comprised of a throttle control valvethat includes a throttle plate that may be rotated to regulate theairflow through the portable MAF training module. In some embodiments,the power output of the in-line blower may be variable so as tofacilitate simulating the air intake of different sizes of the internalcombustion engine. In some embodiments, differently-sized in-lineblowers may be used to simulate the air intake of different sizes of theinternal combustion engine. A MAF sensor and a duct velocity sensor arecoupled with the second air duct and configured to provide airflowinformation. The portable MAF training module is configured to enable apractitioner to select a desired throttle setting and observe aresultant mass airflow through the portable MAF training module that ismeasured by the MAF sensor. In some embodiments, the portable MAFtraining module is configured to demonstrate a relationship between thethrottle setting, the mass airflow moving through the portable MAFtraining module, and a differential pressure occurring across the airfilter. An outer enclosure is configured to house one or more componentscomprising the portable MAF training module, including at least thein-line blower and the throttle assembly.

In an exemplary embodiment, a portable MAF training module configured tosimulate an air intake into an internal combustion engine comprises anin-line blower that is configured to draw an airflow through an airfilter by way of a first air duct and a second air duct; a throttleassembly that is coupled between the first air duct and the second airduct; a MAF sensor and a duct velocity sensor that are coupled with thesecond air duct and configured to provide airflow and air velocityinformation; and an outer enclosure that is configured to house thein-line blower and the throttle assembly.

In another exemplary embodiment, the outer enclosure is comprised of afilter-housing region that is configured to interface with the airfilter. In another exemplary embodiment, at least a differentialpressure sensor and a filter air velocity sensor are coupled with thefilter-housing region, near the air filter, the differential pressuresensor being configured to measure a difference between ambient airpressure and an air pressure within the filter-housing region duringoperation of the in-line blower at various throttle positions. Inanother exemplary embodiment, an opening is disposed in the outerenclosure, opposite of the filter-housing region to receive at least aportion of the in-line blower, the opening being configured to providean exit for the airflow being propelled by the in-line blower. Inanother exemplary embodiment, the in-line blower is comprised of anouter, substantially cylindrical canister that retains a fan comprisinga plurality of blades that are configured to optimize the airflow drawnthrough the portable MAF training module, and wherein at least the poweroutput of the in-line blower is variable so as to simulate the airintake of various sizes of the internal combustion engine.

In another exemplary embodiment, the outer enclosure is formed of arigid, transparent material to facilitate observation and analysis ofvarious components comprising the portable MAF training module. Inanother exemplary embodiment, the outer enclosure is configured toprovide a hermetic seal to components housed therein so as to provide acontrolled environment for testing and analysis. In another exemplaryembodiment, a mounting panel is disposed within the outer enclosure toprovide a surface area for mounting certain control peripheral devices,the mounting panel being comprised of a relatively lightweight, rigidmaterial such as aluminum or titanium, so as to minimize the weight ofthe MAF training module.

In another exemplary embodiment, the throttle assembly is comprised of athrottle valve that is comprised of a throttle plate that may be rotatedwithin the throttle assembly so as to regulate the airflow through theportable MAF training module. In another exemplary embodiment, thethrottle assembly is comprised of a throttle position sensor coupledwith the throttle valve, the throttle position sensor being configuredto directly monitor a position of the throttle valve. In anotherexemplary embodiment, the portable MAF training module further comprisesa throttle control circuit that includes at least a frequency generator,a duty cycle modulator, a throttle controller, a position feedback, anda proportional-integral-derivative (PID) controller, and wherein anactual throttle position may be compared with a desired throttleposition and a difference between the two values may be passed to thePID controller to generate an input signal to the duty cycle modulator,the throttle controller being configured to supply electric power to amotor operably connected to the throttle assembly to move the throttlevalve to the desired throttle position.

In another exemplary embodiment, the portable MAF training module iscoupled with an electronic device by way of a communication link, theelectronic device being a device capable of receiving data output fromthe portable MAF training module and comprising a display areaconfigured to display the data output by way of a suitable graphicaluser interface (GUI). In another exemplary embodiment, the GUI isconfigured to enable a practitioner to select a desired throttle settingand observe a resultant mass airflow through the portable MAF trainingmodule that is measured by the MAF sensor. In another exemplaryembodiment, the GUI is configured to demonstrate a relationship betweenthe throttle setting, the mass airflow moving through the portable MAFtraining module, and a differential pressure across the air filter.

In another exemplary embodiment, the portable MAF training modulefurther comprises a MAF control appliance that is configured to simulatean accelerator pedal of a motor vehicle. In another exemplaryembodiment, the MAF control appliance comprises at least one or morehardware processors, user interface logic, a throttle control, a memory,and sensor logic. In another exemplary embodiment, the one or morehardware processors are configured to receive and process electronicsignals from the throttle control and the sensor logic, and wherein theone or more hardware processors are configured to communicate receivedsignals to the user interface logic whereby the received signals may bedisplayed on an electronic device by way of a communication link, theelectronic device being a device capable of receiving data output fromthe portable MAF training module and comprising a display areaconfigured to display the data output by way of a suitable GUI. Inanother exemplary embodiment, the sensor logic includes one or moremodules and logic suitable for receiving electronic signals from the MAFsensor and interpreting the electronic signals in terms of physicalquantities, including at least mass airflow, throttle position, airvelocity, differential air pressure, and filter air velocity.

In another exemplary embodiment, the GUI is comprised of a multiplicityof specific elements that are configured to enable a practitioner tooperate the portable MAF training module. In another exemplaryembodiment, the multiplicity of specific elements is comprised of atleast a fan control bar configured to indicate a percentage of electricpower being passed to the in-line blower, and one or more numericaldisplay boxes configured to indicate an intake air velocity, adifferential pressure across the air filter, and the air velocity acrossthe air filter. In another exemplary embodiment, the multiplicity ofspecific elements further comprises a voltage amplitude chart and a massairflow chart.

BRIEF DESCRIPTION OF THE DRAWINGS

The drawings refer to embodiments of the present disclosure in which:

FIG. 1 illustrates a side view of an exemplary embodiment of a portablemass airflow (“MAF”) training module, according to the presentdisclosure;

FIG. 2 illustrates a schematic diagram of the portable MAF trainingmodule illustrated in FIG. 1, according to the present disclosure;

FIG. 3 illustrates a perspective view of an exemplary embodiment of aportable MAF training module coupled with exemplary diagnosticequipment;

FIG. 4 is an isometric view illustrating an exemplary embodiment of anouter enclosure that may be incorporated into the portable MAF trainingmodule of FIG. 1;

FIG. 5A illustrates a perspective view of an exemplary throttle bodythat may be incorporated into the portable MAF training module shown inFIG. 1;

FIG. 5B illustrates an exploded view of an exemplary throttle body thatmay be incorporated into the portable MAF training module of FIG. 1;

FIG. 6 illustrates a cut-away view of an exemplary embodiment of anin-line blower that may be incorporated into the portable MAF trainingmodule illustrated in FIG. 1;

FIG. 7 is a schematic diagram illustrating an exemplary MAF controlappliance of the portable MAF training module illustrated in FIG. 1;

FIG. 8 is a schematic diagram illustrating an exemplary throttle controlthat may be coupled with the portable MAF training module illustrated inFIG. 1;

FIG. 9A illustrates an exemplary embodiment of a graphical userinterface (GUI) displaying an engine-idle airflow passing through aportable MAF training module;

FIG. 9B illustrates a condition of the GUI of FIG. 9A during relativelyhigh airflow passing through a portable MAF training module; and

FIG. 9C illustrates an exemplary embodiment of a GUI configured tofacilitate a practitioner adjusting control parameters for the throttleand calibration coefficients for various data inputs related tooperation of a portable MAF training module.

While the present disclosure is subject to various modifications andalternative forms, specific embodiments thereof have been shown by wayof example in the drawings and will herein be described in detail. Theinvention should be understood to not be limited to the particular formsdisclosed, but on the contrary, the intention is to cover allmodifications, equivalents, and alternatives falling within the spiritand scope of the present disclosure.

DETAILED DESCRIPTION

In the following description, numerous specific details are set forth inorder to provide a thorough understanding of the present disclosure. Itwill be apparent, however, to one of ordinary skill in the art that theinvention disclosed herein may be practiced without these specificdetails. In other instances, specific numeric references such as “firstair duct,” may be made. However, the specific numeric reference shouldnot be interpreted as a literal sequential order but rather interpretedthat the “first air duct” is different than a “second air duct.” Thus,the specific details set forth are merely exemplary. The specificdetails may be varied from and still be contemplated to be within thespirit and scope of the present disclosure. The term “coupled” isdefined as meaning connected either directly to the component orindirectly to the component through another component. Further, as usedherein, the terms “about,” “approximately,” or “substantially” for anynumerical values or ranges indicate a suitable dimensional tolerancethat allows the part or collection of components to function for itsintended purpose as described herein.

In general, the present disclosure describes an apparatus and methodsfor a portable mass airflow (“MAF”) training module that is portable andeasily viewed. The portable MAF training module is configured tosimulate operation of an internal combustion engine air intake system soas to demonstrate certain parameters, such as an intake airflow and acorresponding output of a MAF sensor, and display information about theparameters on an electronic device, such as a graphical user interfaceoperating on a computer. It is envisioned that the graphical userinterface may be configured to facilitate actuation of an electronicthrottle valve comprising the portable MAF training module and todisplay the intake airflow. In one embodiment, the portable MAF trainingmodule may be configured to demonstrate a correlation between a changein throttle position and a relationship between the intake airflow asmeasured by the MAF sensor.

FIG. 1 illustrates an exemplary embodiment of a portable MAF trainingmodule 100, according to the present disclosure. The portable MAFtraining module 100 comprises an in-line blower 105, a first air duct110, a throttle assembly 115, a second air duct 120, a MAF sensor 125, aduct velocity sensor 130, an air filter 135, a filter box 140, adifferential pressure sensor 150, a filter velocity sensor 160, and anouter enclosure 170. Embodiments of the portable MAF training module 100may be configured so as to intake air through the air filter 135 and thefilter box 140, such that various sensors, including the MAF sensor 125,are capable of receiving data relating to a plurality of airflow rates,ranging from idle to full throttle. In some embodiments, the airflowrates are selected to simulate an air intake into an internal combustionengine operating at various speeds, ranging from an idle speed to afull-throttle speed. It is contemplated that the airflow detected by theMAF sensor 125 may be compared to a second MAF sensor so as to determinefunctionality and preferably, to note any erroneous changes in the datarelating to the airflow rates.

FIG. 2 illustrates a schematic diagram of the portable MAF trainingmodule 100, illustrated in FIG. 1, according to the present disclosure.In general, the portable MAF training module 100 is configured tosimulate the intake or induction side of an operating internalcombustion engine, while maintaining portability for transport from onelocation to another for teaching and presentation purposes. As such, itis contemplated that the portable mass airflow training module 100 maybe powered by way of a rechargeable battery network (not shown), and/orinclude the capability to receive electrical power from an externalsource.

As shown in FIGS. 1-2, the in-line blower 105 cooperates with thethrottle assembly 115 by way of the first air duct 110, which islongitudinally disposed therebetween. As such, the first air duct 110provides a medium for fluid communication between the in-line blower 105and the throttle assembly 115. In the illustrated embodiment of FIG. 1,the in-line blower 105 may be coupled to a first end of the first airduct 110 by way of an optional coupler, such as a clamp 106, or anyother suitable fastener. A second end of the first air duct 106 may becoupled to the throttle assembly 115 by way of a similar fastener 107.

The throttle assembly 115 interfaces with the combination of the airfilter 135 and the filter box 140 by way of the second air duct 120,which is longitudinally disposed therebetween such that the second airduct 120 provides fluid communication between the throttle assembly 115,the filter box 140, and air filter 135. In one embodiment, each of thefirst and second air ducts 110, 120 are comprised of tubular membersformed of Plexiglas, however any other suitable material may be usedwithout limitation, including, for example, various plastics, metals,carbon fiber, and the like.

In the embodiment of FIGS. 1-2, the in-line blower 105 is configured todraw an airflow 102 through the air filter 135 such that the airflow maybe analyzed by one or more sensors, including the MAF sensor 125. In oneembodiment, the MAF sensor 125 is coupled with the second air duct 120such that it extends into an interior of the second air duct. Similarly,the duct velocity sensor 130 may be coupled with the second air duct120. It is contemplated, however, that the MAF sensor 125 and the ductvelocity sensor 130 may be disposed in various other locations of theportable MAF training module 100 without extending beyond the spirit andscope of the present disclosure.

In general, the air box 140 is configured to accept and interface withthe air filter 135. Although the air filter 135 shown herein iscomprised of a square shape, the air filter 135 may be comprised anyshape and size. Accordingly, the air box 140 may be configured to acceptany size and shape of the air filter 135 that is intended to be coupledwith the air box 140, without limitation. The air filter 135 typicallyis comprised of pleated paper, foam, cotton, spun fiberglass, or otherknown suitable filter materials. Further, a plurality of sensors may becoupled with the filter box 140, near the air filter 135, and configuredto measure various parameters, including, but not limited to pressure,temperature, filter air velocity, and the like. In the embodiment ofFIGS. 1-2, the differential pressure sensor 150 is disposed in thefilter box 140 near the air filter 135. It is contemplated that in someembodiments, a filter air velocity sensor 160 may also be coupled withthe filter box 140 near the air filter 135, as indicated in FIG. 2.

FIG. 3 illustrates a perspective view of an exemplary embodiment of aportable MAF training module 100 coupled with exemplary diagnosticequipment, comprising an electronic device 300, by way of acommunication link 305. It is contemplated that the electronic device300 may be any device that is capable of receiving data output from theone or more sensors of the portable MAF training module 100, including,but not limited to, smartphones, tablets, laptops, personal computers,and the like. The communication link 305 may be comprised of anystandard cable or interface, including by way of non-limiting example,USB, serial, ethernet, firewire, and the like. In some embodiments,communication link 305 may be comprised of a wireless connection thatoperates by way of a suitable wireless protocol, such as Wi-Fi, NearField Communication (NFC), Bluetooth, or other similar protocol. As willbe appreciated, the electronic device 300 preferably comprises a displayarea 310 that is configured to display a suitable graphical userinterface (GUI), as discussed herein.

FIG. 4 is an isometric view illustrating an exemplary embodiment of anouter enclosure 170 that may be incorporated into the portable MAFtraining module 100 according to the present disclosure. As will beappreciated, the outer enclosure 170 may be configured to increaseportability of the portable MAF training module 100. In someembodiments, the outer enclosure 170 may be further configured toprovide a hermetic seal to components housed therein to provide acontrolled environment for testing and analysis. The outer enclosure 170may be formed of plexiglass, or any other suitable, transparentmaterial. It should be understood that a relatively transparent materialis desired to facilitate observation and analysis of the variouscomponents comprising the portable MAF training module 100.

In one embodiment, a mounting panel 410 may be disposed within the outerenclosure 170 to provide a surface area for mounting certain controlperipheral devices, such as, by way of non-limiting example, a throttlecontroller, a computer hardware interface, various power supplies, andthe like. It is desirable for the mounting panel 410 to be comprised ofa relatively lightweight, rigid material such as aluminum or titanium,so as to minimize the weight of the MAF training module 100. Themounting panel 410 may comprise a relatively dark color so as to removethe control peripheral devices from plain view and emphasize observationof the components comprising the MAF training module 100. Any number ofcutouts, or openings, may be provided on the mounting panel 410 so thatwire loom, or other types of wiring may be routed from either side ofthe mounting panel 410 of the portable MAF training module 100.

As shown in FIG. 4, the outer enclosure 170 may comprise afilter-housing region 140 that is comprised of an opening configured toreceive the air filter 135. As mentioned above, although thefilter-housing region 140 is shown in a generally square configuration,the filter-housing region 140 may be adapted to receive air filters ofany of various shapes and sizes, without limitation. Further, an opening415 may be disposed in the outer enclosure 170, generally opposite ofthe filter-housing region 140 so as to receive at least a portion thein-line blower 105. In some embodiments, the opening 415 may provide anexit for the airflow 102 being propelled by the in-line blower 105. Insome embodiments, however, the opening 415 may serve to provide amounting point, or a support, for the in-line blower 105.

It is contemplated that in one embodiment, the outer enclosure 170 maybe comprised of a width 420 of substantially 13 inches, a height 425 ofsubstantially 9 inches, and a depth 430 of substantially 25 inches. Itshould be understood, however, that any of the width 420, the height425, and the depth 430 of the outer enclosure 170 may be varied, withoutlimitation, depending on the shapes and sizes of the componentscomprising the portable MAF training module 100 that are selected to behoused within the outer enclosure 170.

As will be recognized, in the case of conventional internal combustionengines, a throttle assembly generally is configured to regulate adesired amount of air entering the engine during operation. Similarly,in the embodiment of FIGS. 1-2, the amount of airflow 102 entering theportable MAF training module 100 may be modulated by the throttleassembly 115. As shown in FIGS. 5A-5B, the throttle assembly 115 may becomprised of a throttle valve 530, a plenum chamber 540, a gasket 545, aplurality of bolts 550, and a throttle housing 555. The gasket 545 maybe sealed between the throttle housing 555 and the plenum chamber 540using the plurality of bolts 550. The throttle assembly 115 may furthercomprise a throttle position sensor 535 that is configured to monitorthrottle position. The throttle position sensor 535 generally may bedisposed on the butterfly spindle/shaft so that it may directly monitorthe position of the throttle valve 530. In one embodiment, an extraclosed-throttle position sensor (not shown) may be utilized to indicatethat the throttle valve 530 is completely closed. As best shown in FIG.5B, the throttle valve 530 may be comprised of a throttle plate that maybe rotated within the throttle assembly 115 so as to regulate airflow102 therethrough.

FIG. 6 is a cut away view of an exemplary in-line blower 105 that may beincorporated into the portable MAF training module 100, according to thepresent disclosure. In the embodiment illustrated in FIG. 6, the in-lineblower 105 is configured to be oriented longitudinally within the outerenclosure 170. It is contemplated, however, that the in-line blower 105may be oriented in a vertical orientation, or in any other suitableorientation within the outer enclosure 170 without limitation. In oneembodiment, the in-line blower 105 comprises an outer, substantiallycylindrical canister 600 that retains a fan 605 comprising a pluralityof blades that are configured to optimize the airflow 102 drawn throughthe portable MAF training module 100.

A low-amp draw motor 610 may be incorporated into the in-line blower 105so as to increase battery life and longevity of the in-line blower. Amotor cap 615 may be coupled with the motor 610 to seal electricalwiring and the like. The cylindrical canister 600 may comprise aplurality of ribs 620 configured to reduce distortion of the canisterand increase the structural integrity of the in-line blower 105.Preferably, the in-line blower 105 comprises a plurality of mountingpoints 625 that facilitate installation of the in-line blower 105 withinthe outer enclosure 170, as described herein. It is contemplated that atleast the power output of the in-line blower 105 is variable so as tosimulate engines of various desired sizes. For example, in oneembodiment, the in-line blower 105 is configured to simulate the airintake of a 6-cylinder engine. It should be understood, however, thatthe in-line blower 105 may be adapted to simulate the air intake ofvarious other sizes of engine, such as, for example, 4-cylinder engines,8-cylinder engines, and the like, without limitation.

As will be appreciated, electronic throttle control systems generallyare utilized to electronically couple an accelerator pedal to thethrottle, thereby replacing a mechanical linkage. For example, a typicalelectronic throttle control system may be comprised of three majorcomponents: (i) an accelerator pedal; (ii) a throttle valve; and (iii) apowertrain or engine control module. An engine control module generallyis configured to employ logic to determine an optimal throttle positionbased on data measured by a variety of sensors, including, by way ofnon-limiting example, accelerator pedal position sensors, engine speedsensors, vehicle speed sensors, and the like. An electric motor may beused to move the throttle valve to a desired position by way of one ormore algorithms stored within the engine control module.

Accordingly, FIG. 7 is a schematic diagram illustrating an exemplary MAFcontrol appliance 700 comprising the portable MAF training module 100and configured to simulate an engine control module of a motor vehicle.In the illustrated embodiment, the MAF control appliance 700 comprisesone or more hardware processors 705, user interface logic 710, athrottle control 715, a memory 720, and sensor logic 725. The hardwareprocessors 705 may be configured to receive and process electronicsignals from the throttle control 715 and the sensor logic 725. Thereceived signals may then be communicated by the hardware processors 710to the user interface logic 710 whereby the signals may be displayed onthe electronic device 300, as discussed herein. In some embodiments, thesensor logic 725 may include various modules and logic suitable forreceiving electronic signals from the MAF sensor 125, for example, andinterpreting the electronic signals in terms of physical quantities,such as mass airflow, throttle position, air velocity, differential airpressure, filter air velocity, and the like.

FIG. 8 is a schematic diagram illustrating an exemplary throttle control715 that may be incorporated into the portable MAF training module 100,as described herein. The throttle control 715 comprises a frequencygenerator 805, a duty cycle modulator 810, a throttle controller 815, aposition feedback 820, and a proportional-integral-derivative (PID)controller 825. The throttle control 715 may be modulated based on userinput, and may adjust based on signals received from the throttleposition sensor 535 that is configured to measure the position of thethrottle valve 530, discussed with respect to FIGS. 5A-5B. The actualthrottle position may be compared with a desired value and a differencebetween the two values may be passed to the PID controller 825 togenerate an input signal to the duty cycle modulator 810. The throttlecontroller 815 may be configured to supply electric power to a motoroperably connected to the throttle assembly 115 so as to move thethrottle valve 530 to the desired position. For a given throttle model,the associated PID parameters may be calculated by way of known controltheory techniques, such as root locus and bode diagrams. Further, insome embodiments, a transistor and a relay may form a simple drivecircuit that generates a pulse-width modulation (PWM) drive signal tooperate the motor that moves the throttle valve 530. It is contemplatedthat the duty cycle may be controlled by way of a processor to regulatethe electric current directed to the motor. A further mechanism may alsobe used to control the directional rotation of the motor.

With reference, again, to FIGS. 1-3, it is contemplated that the MAFsensor 125 may be comprised of any of common variations of MAF sensors—athin-film and/or a hot wire. Both variations of MAF sensor are usedalmost exclusively on electronic fuel injection engines. Both sensordesigns output a substantially 0.0-5.0 volt, a PWM signal that isproportional to the MAF rate, or a CAN signal, and both sensors have anintake air temperature (IAT) sensor incorporated into their housings formost post-OBDII vehicles. Vehicles prior to 1996 could have a MAF sensorwithout an intake air temperature sensor (IAT). For example, an engine'sair/fuel ratio may be accurately controlled with a MAF sensor coupledwith an oxygen sensor in lieu of an IAT. The MAF sensor provides themeasured airflow information to the engine's ECU closed-loop controlleralgorithm, and the oxygen sensor provides exhaust gas oxygenconcentration feedback that may be used to generate minor corrections tothe fuel-trim. It should be understood that any type of MAF sensor maybe used individually or in combination with additional sensors andinputs, such that an engine's ECU may be configured to determine themass flow rate of intake air into the engine.

The differential pressure sensor 150 may be configured to measure adifference between ambient air pressure and an air pressure within thefilter box 140 generated by the in-line blower 105 as it draws theairflow 102 therethrough. The pressure sensor 150 may be comprised ofmultiple ports, such as a high port and a low port. For example, whenthe high port detects a pressure that is greater than a pressuredetected at the low port, a positive signal is returned by thedifferential pressure sensor 150. Alternatively, when the pressuredetected at the high port is lower than the pressure detected at the lowport, a negative signal is returned. Meanwhile, when both ports areexposed to the same air pressure, the difference between the realizedpressures at the ports is substantially zero.

Moreover, the differential pressure sensor 150 may be used alone or incombination with other sensors to indirectly measure other variablessuch as air flow, speed, and altitude. As will be appreciated, thedifferential pressure sensor 150 may be implemented as a pressuretransducer, a pressure transmitter, a pressure sender, a pressureindicator, a piezometer, a manometer, and the like. As used herein,pressure is an expression of the force required to stop a fluid fromexpanding, and is usually stated in terms of force per unit area. Thedifferential pressure sensor 150 may operate as a transducer, wherein itgenerates a signal as a function of the pressure imposed. It isenvisioned that any type of pressure sensor may comprise thedifferential pressure sensor 150, such as, by way of non-limitingexample, an absolute pressure sensor, a gauge pressure sensor, a vacuumpressure sensor, a differential pressure sensor, and/or a sealedpressure sensor, alone or in combination, without limitation.

As disclosed herein, various operating parameters associated with theportable MAF training module 100 may be displayed by way of a graphicaluser interface operating on an electronic device 300. It is envisionedthat the graphical user interface may be configured to enable apractitioner to control the throttle valve 530 by way of the electronicdevice 300. To this end, FIGS. 9A-9C illustrate various exemplaryembodiments of graphical user interfaces (GUIs) that may be implementedon the electronic device 300 in accordance with the present disclosure.

FIGS. 9A-9B illustrate an exemplary embodiment of a GUI 900 configuredto display information related to the airflow 102 being drawn throughthe portable MAF training module 100. In general, the GUI 900 enables apractitioner to select a desired throttle position setting and observe aresultant mass airflow through the portable MAF training module 100 thatis measured by the MAF sensor 125. In the illustrated embodiment, theGUI 900 comprises a throttle control bar 905 that is configured as aslider 910 that may be adjusted by a practitioner with respect to anumerical indicator 915. It is contemplated that the practitioner mayadjust the slider 910 by dragging the slider with a pointing device,such as, by way of example, a mouse, a stylus, or pointing to atouchscreen, and the like. In some embodiments, the numerical indicator915 represents percentages of a fully opened configuration of thethrottle valve 530. Thus, the throttle valve 530 may be controllablyopened by way of a practitioner moving the slider 910 along thenumerical indicator 915. For example, in the illustrated embodiment ofFIG. 9B, the slider 910 may be positioned adjacent to a value of about70 along the numerical indicator 915 to move the throttle valve 530 toabout 70% of the fully opened configuration. As will be appreciated, thethrottle valve 530 may be placed into the fully opened configuration bythe practitioner moving the slider 910 adjacent to a value of about 100along the numerical indicator 915. Alternatively, the practitioner mayfully close the throttle valve 530 by moving the slider 910 adjacent toa value of substantially zero along the numerical indicator 915, as isshown in FIG. 9A. It is contemplated, however, that control of thethrottle valve 530 by way of the GUI 900 is not to be limited to thethrottle control bar 905, but rather any of various controls may bepresented to the practitioner by way of the GUI 900, without limitation,whereby the practitioner may controllably move the throttle valve 530.

As will be appreciated, opening the throttle valve 530 allows relativelymore airflow through the portable MAF training module 100 that may bedetected by the MAF sensor 125. As such, the GUI 900 includes anumerical MAF display 930 that is configured to show a numerical outputof the mass airflow, expressed in terms of grams per second (g/s), thatis measured by the MAF sensor 125. Further, a MAF dial 940 comprisingthe GUI 900 is configured to point to the numerical output of the MAFsensor 125 along a range of possible mass airflow values. Like the MAFdisplay 930, the MAF dial 940 expresses mass airflow values in terms ofgrams per second. In some embodiments, however, the MAF display 930and/or the MAF dial 940 may express the mass airflow values in terms ofunits other than grams per second, such as by way of example, pounds perhour (lbs/hr), without limitation. The GUI 900 further includes adifferential pressure chart 950 that is configured to display the outputof the differential pressure sensor 150, discussed herein. In theillustrated embodiment, the differential pressure chart 950 displays thedifferential pressure in terms of “inches of H₂O” as a function of time.Thus, the differential pressure chart 950 displays the difference inambient pressure and the pressure inside the filter box 140 as afunction of elapsed time in seconds. As will be appreciated, thedifferential pressure chart 950 may be configured to display thedifferential pressure in terms of units other than “inches or H₂O,” suchas, for example, “centimeters of H₂O.”

It is contemplated that the GUI 900 will assist the practitioner inunderstanding a correlation among throttle control, mass airflow, anddifferential pressure. For example, FIG. 9A shows a condition whereinthe throttle control bar 905 is set to about zero and the throttle valve530 is substantially closed. The MAF sensor 125 is shown to be detectinga nominal airflow of about 17 g/s, and the pressure differential chart950 indicates a relatively low difference in pressure between outsideand inside the filter box 140 (e.g., approximately less than 0.5 inchesof H2O/second). FIG. 9B, however, shows a condition wherein the throttlecontrol bar 905 is set to about 70 and the throttle valve 530 is opensubstantially 70%. The numerical MAF display 930 and the MAF dial 940show a mass airflow of about 268 g/s is measured by the MAF sensor 125.Further, the pressure differential chart 950 indicates that a relativelyincreased pressure difference of nearly 3.0 inches of H2O/second existsbetween the outside and inside of the filter box 140. Thus, the GUI 900demonstrates the relationship between position of the throttle valve530, the mass airflow moving through the throttle assembly 115, and thedifferential pressure occurring across the air filter 135.

FIG. 9C illustrates an exemplary embodiment of a GUI 920 configured tofacilitate the practitioner adjusting control parameters for thethrottle and calibration coefficients for various data inputs related tooperation of a portable MAF training module 100. The GUI 920 iscomprised of a fan control bar 960 that indicates a percentage ofelectric power being passed to the in-line blower 105. As the percentageof electric power is increased, the in-line blower 105 intakes a greaterairflow 102, thereby facilitating simulating various engine sizes, suchas, by way of example, 4-cylinder engines, 6-cylinder engines,8-cylinder engines, and the like. Further, a multiplicity of numericaldisplay boxes 965 may be incorporated into the GUI 920 so as toindicate, for example, an intake air velocity, the differential pressureacross the air filter 135, the air velocity across the air filter 135,as well as any other operational parameters that may be deemed usefulfor controlling the operation of the portable MAF training module 100.The various values that are displayed in the numerical display boxes965, as well as any other values that may be useful, may be furtherdisplayed in a graph or chart format, such as a voltage amplitude chart970 and a mass airflow chart 975. Further, the GUI 920 may include oneor more display boxes 980 configured to show various other real-timeparameters that may be relevant to the operation of the portable MAFtraining module 100, such as, by way of non-limiting example,proportional gain, integral time, and derivative time. It should beunderstood, however, that the GUI 920 is not to be limited to thespecific elements illustrated in the figures or discussed herein.Rather, it is contemplated that the GUI 920 may be comprised of any ofvarious elements that may be found to be useful for the purpose ofoperating the portable MAF training module 100, without limitation, andwithout deviating beyond the spirit and scope of the present disclosure.

While the invention has been described in terms of particular variationsand illustrative figures, those of ordinary skill in the art willrecognize that the invention is not limited to the variations or figuresdescribed. In addition, where methods and steps described above indicatecertain events occurring in certain order, those of ordinary skill inthe art will recognize that the ordering of certain steps may bemodified and that such modifications are in accordance with thevariations of the invention. Additionally, certain of the steps may beperformed concurrently in a parallel process when possible, as well asperformed sequentially as described above. To the extent there arevariations of the invention, which are within the spirit of thedisclosure or equivalent to the inventions found in the claims, it isthe intent that this patent will cover those variations as well.Therefore, the present disclosure is to be understood as not limited bythe specific embodiments described herein, but only by scope of theappended claims.

What is claimed is:
 1. A portable mass airflow training module forsimulating an air intake of an internal combustion engine, the trainingmodule comprising: an in-line blower for causing an airflow through anair filter; a MAF sensor for measuring an airflow mass through the airfilter; and a throttle assembly for regulating the airflow through theair filter.
 2. The training module of claim 1, further including afilter-housing for receiving the airflow exiting the air filter.
 3. Thetraining module of claim 2, wherein a differential pressure sensor iscoupled with the filter-housing for measuring a difference betweenambient air pressure and an air pressure within the filter-housing. 4.The training module of claim 2, wherein an air velocity sensor iscoupled with the filter-housing region for measuring the speed of theairflow through the air filter.
 5. The training module of claim 1,wherein the in-line blower is configured to output a variable power soas to simulate the air intake of various sizes of the internalcombustion engine.
 6. The training module of claim 1, wherein thethrottle assembly includes a throttle plate that may be rotated forregulating the airflow through the training module.
 7. The trainingmodule of claim 6, wherein a throttle position sensor comprising thethrottle assembly is coupled with the throttle plate and configured todirectly monitor a position of the throttle plate.
 8. The trainingmodule of claim 1, further including a throttle control circuit thatincludes at least a frequency generator, a duty cycle modulator, athrottle controller, a position feedback, and a PID controller.
 9. Thetraining module of claim 8, wherein the PID controller is configured togenerate an input signal to the duty cycle modulator based on adifference between an actual throttle position and a desired throttleposition.
 10. The training module of claim 9, wherein the throttlecontroller is configured to supply electric power to a motor configuredto move a throttle control valve to the desired throttle position. 11.The training module of claim 1, further including a MAF controlappliance for simulating an accelerator pedal of a motor vehicle. 12.The training module of claim 11, wherein the MAF control appliancecomprises: a throttle controller for positioning a throttle controlvalve comprising the throttle assembly; a sensor logic for interpretingMAF sensor data; one or more hardware processors for processing signalsreceived from the throttle controller and the sensor logic; a userinterface logic for displaying received signals on an electronic deviceby way of a communication link; and a memory.
 13. A method for aportable mass airflow training module to simulate an air intake of aninternal combustion engine, comprising: causing an airflow through anair filter; regulating the airflow through the air filter; and measuringan airflow mass through the air filter.
 14. The method of claim 13,wherein causing includes configuring an in-line blower to simulate theair intake of various sizes of the internal combustion engine.
 15. Themethod of claim 13, wherein regulating includes rotating a throttleplate comprising a throttle assembly to control the airflow through theair filter.
 16. The method of claim 15, wherein rotating includes usinga throttle position sensor comprising the throttle assembly to directlymonitor a position of the throttle plate.
 17. The method of claim 13,wherein measuring includes placing a MAF sensor in contact with theairflow.
 18. The method of claim 17, wherein measuring includessimulating an accelerator pedal of a motor vehicle by way of a MAFcontrol appliance.
 19. The method of claim 18, wherein measuringincludes using a sensor logic comprising the MAF control appliance tointerpret MAF sensor data.
 20. The method of claim 19, wherein measuringincludes using a GUI on an electronic device to select a desiredthrottle setting and observe a resultant mass airflow that is detectedby the MAF sensor.